Road rolling machine



Oct. 4, 1938. G. E. TR EMBLY 2,132,059

ROAD ROLLING MACHINE Filed July 5, 1934 3 Sheets-Sheet 2 INVENTOR.

G E-ORGE- ET: EMBLY ATTORNEY.

Oct. '4, 1938. I G. E. TREMBLY 2,132,059

ROAD ROLLING MACHINE Filed Jul s, 1934- 5 Sheets-Shet a INVENTOR.

' R E ETBEMBLY.

ATTORNEY.

Patented Oct. 4, 1938 UNITED STATES ROAD ROLLING MACHINE George E. Trembly, Homewood, Ill., assignor of one-fourth to Louis H. Ayer, Chicago Heights,

Application July 5, 1934, Serial No. 733,700

11 Claims.

My invention pertains to road rolling machines of any type, by which more than two rollers are employed to more effectively and accurately roll a road surface to a desired contour, than is possible where but two rollers are employed. With the construction of my invention, elevations above and depressions below a desired road surface contour for which the machine may be adjusted in any particular case, are rapidly brought to the desired contour, by automatic changes in the distribution of the weight of the machine on its several rollers, so that a greater pressure is produced on an elevation by the roller engaging it, than the normal pressure exerted on the roadway by the same roller when moving along the desired road contour, and similarly that less than said normalpressure is exerted by said roller at a depression below said contour.

By my invention, I provide means for quickly and accurately establishing different relative elevations of the rollers employed in the machine, as desired, to the end that the machine may be employed to impart to the roadway substantially a flat surface, a desired degree of convexity, or a desired degree of concavity in the direction of travel of the machine. I am thus able to effectively establish a desired contour on level stretches of roads, and also on longitudinal crests and hollows that may be necessary parts of the road contour at different points.

In my machine, I provide means for positively driving two of the rollers, the third roller illustrated being the steering roller, to permit maintaining the traction of the machine under any and all conditions of operation, which driving means I preferably construct to drive one or both of said two rollers, as desired, since in many cases satisfactory traction may be maintained by driving but one of said rollers.

To adjust my machine for the several road contours above referred to, I preferably provide mechanism for establishing different desired elevations of the frame of the machine relatively to the steering roller, at the same time maintaining a fixed relation between the other rollers and the frame and securing effective driving of said other rollers by the motor of the machine for all adjustments of the machine for different road contours. I also provide indicating devices showing the adjustment of the machine as to road contour at any time. Said adjustment may be effected manually or by power, as desired, and the adjusting means may be operated hydraulically or mechanically, as preferred.

In some cases it may be desired to have no vertical adjustment of the steering roller relatively to the frame of the machine, for which constructions I provide for adjusting the machine for different road contours, by mounting the other and power driven rollers on a supporting framework or frameworks in turn pivotally mounted on the frame of the machine, the desired elevations of the rollers relatively to each other being selectively effected by turning said framework or frameworks on their supports. With the latter construction, I provide means for maintaining a constant driving relation between the adjustable rollers and the driving motor, and devices for selectively driving one or both of the driven rollers illustrated, as desired.

The above and other objects of my invention will be best understood by reference to the ac companying drawings illustrating preferred embodiments thereof, in which Fig. 1 illustrates my machine with a vertically adjustable steering roller, in side elevation,

Fig. 2 is a plan view of the rollers of the machine illustrated in Fig. 1, and shows the roller driving mechanism employed,

Fig. 3 is a vertical, sectional view to an enlarged scale through the axis of the supporting trunnion of the steering roller, taken longitudinally of the machine shown in Fig. 1,

Fig. 4 shows in front end elevation, the parts illustrated in Fig. 3,

Fig. 5 shows in plan view to an enlarged scale, the control valve shown in Fig. 1 for controlling the elevation of the front end of the frame of the machine,

Figs. 6 and 7 are vertical, sectional views of the structure shown in Fig. 5, taken respectively along the lines 6-6 and 1--'!,

Figs. 8, 9 and 10 are horizontal, sectional views of the structure shown in Fig. 7, taken respectively along the lines 88, 9-9 and l0-lfi,

Fig. 11 is a vertical, sectional view to an enlarged scale of a part of the structure shown in Fig. 1, taken along the line lll I, to illustrate the frame elevation indicator employed,

Fig. 12 shows in a view similar to Fig. 3, a modified means for changing as desired, the elevation of the front end of the frame of the machine, and gearing for operating said means, and

Fig. 13 illustrates in side elevation, further modified means for effecting different desired elevations of the rollers of the machine, relatively to each other.

Similar numerals refer throughout the several views.

to similar parts As shown in Fig 1, my machine consists of a frame Ill, a rear roller ll, an intermediate roller I2 and a front roller 13, the latter being the steering roller and connected by 'a yoke l4 and a vertical trunnion l5 with the frame Ill. The trunnion l5 carries mechanism below described for changing as desired, the elevation of the frame if] relatively to the trunnion, by liquid under pressure in pipes l6 and I1 extending to a control valve l8 located inthe cab l9 of the machine. The control valve is also connected by pipes and 2| respectively with a pump 22 and a tank 23. The pump is supplied with liquid from the tank by a pipe 24.

The frame If] carries an engine 25 having transmission and differential gearing 26 of any well known kind, not specifically illustrated, which as more clearly shown in Fig. 2, drives fthe jack shafts 21 and 28.

As shown in Fig. 2, each of the rollers consists of two parts, the parts of the roller 1 I' being spaced from each other and overlapping the outer ends of the parts of the intermediate roller 12, the latter in turn overlapping the outer ends of the parts of the steering roller l3. The roller 'H is supported on a shaft 29 having a fixed support, not shown, on the frame ID, the parts of said roller being driven respectively by chains 33 and '3l from the shafts 21 an'd28, by engagement with'gears 32, 33 and 34, 35 carried by said roller parts and said shafts Ti and 28. The pump 22 is driven by the shaft 28 through a chain 36. The shafts 21 and 28 also carry gears 31 and 38 respectively connected by chains 39 and 4D with gears M and 42 carried by the parts of the roller I2. The gears 37 and 38 carry first members of clutches 43 and 44 and are free to turn on the shafts 21 and 28, the other members of said clutches being splined on said shafts and connected with levers 45 and 46 pivotally supported at 41 and 48 and connected by links 49 and 59 with an operating lever 5| pivotally supported at 52. Movement of the lever 5| on its support 52, engages and disengages the members of the clutches 43 and 44 and thus a means is provided for driving both of the rollers II and I2, or the roller ll only, as desired.

The parts of the roller l2 are supported for rotation on a shaft 53 carried by brackets 5 rigidly secured to the frame 19.

As shown in Fig. 1, the trunnion gear segment 55 for operation by gearing in-a box 55, in turn operated by a shaft 5? extending to ahand wheel 58in the cab Hi, to turn said trunnion and steer the machine in a manner well known in the art. 7

As shown in Fig. 3, the trunnion l5'is bored to form a vertical cylinder 59 in which a piston 65 is mounted, said piston being secured to the low er end of a tubular piston rod 61, by anut 62. The piston rod extends with a sliding fit through a head 63 closing the upper end of the cylinder 59. The piston rod is shouldered near its upper end and extends with a snug fit through a yoke 64 in which the piston rod is secured by a nut 65 engaging threads on the upper end of the piston rod. The nut .is provided with a threaded aperture for receiving the threaded end of the pipe H, from which aperture a passageway 66 through the bore in the piston rod 6! to nearly l5 carries a the lower end of the latter where said bore is constricted and provided with threads into which 'thelower end of the pipe portion IBa is tightly uid around said pipe, and the piston rod BI is provided with a side aperture 68 just above the piston 60, as a result of which liquid under pressure supplied to the pipe I1, is communicated to the cylinder 59 above the piston 60.

The steering segment 55 is provided with. a'

downwardly extending supporting hub 55a mounted with a turning fit in a bore therefor in the frame H], which hub has a bore that is a turning fit on the trunnion l5. A feather key 69 engages the hub 55a and the trunnion l5 to prevent relative angular movement between these parts, at the same time permitting longitudinal movement of said trunnion through said hub. As shown in Fig. 4, the yoke 64 at its base, overlaps the segment 55 to hold the latter in its seat in the frame '10. i

The nut 65 is provided with a gland 10 and suitable packing, to prevent leakage through the 7 nut around the pipe [6a. Packing of any desired kind adapted to the purpose, is also em-' ployed in the head 63 around the piston rod 6| and around the piston 60,-to prevent leakage of the liquid from'the cylinder, and from one porto the yoke l4 and thus relatively to the steering roller 53, raising the lower surface of the roller 12 relatively to. the road plane of the rollers l l and I3, and a relation of the rollers H, l2 and I3 to, 45

each other vertically, for rolling a convex roadway as illustrated by the'line H in Fig. 1, may be established. Similarly, when liquid under pressure is supplied through the pipe H to the upper portion of the cylinder, and back flow of liquid from the lower portion of the cylinderthrough the pipe I5 is permitted, the trunnion l5 and the steering roller l3 are raised relatively to the front end of the frame I0, depressing the roller l2 relatively to the road plane of therollers 'II and I3, r

and a relation of the rollers l I, I2 and I3 to each other vertically, for rolling a concave roadway as illustrated by the line 12 in Fig. 1, may be established. Again, by moving the piston 60 to a midposition in its cylinder, the road surfaces of the rollers l 5, l2 and I3 may be brought into the same plane for rolling a fiat roadway, as illustrated by the line l3 in Fig. 1. a

By holding the liquid in the pipes 16 and I! for any position of the piston 60 in its cylinder, the particular relation to each other of the rollers thus secured, may be maintained until it is desired to effect some other relation thereof.

To afford a visual indication of the relation of I the rollers to each other at any time, I provide the following structure. As shown in Figs. 1 and 3, the cylinder head 63 carries avertically and upwardly extending plate 14, adjacent and to the rear of which a rod 15 carried by and extending upwardly from the nut 65, is disposed. As shown in Fig.

11, the plate 14 is provided with a graduated scale I6 in any desired system "of units, and the rod I5 carries at its upper end, a pointer 11 c0- operating with the scale 16, to indicate at any time the elevation of the front end of the frame It! relatively to the steering roller I3, the scale and pointer being so located as to be clearly visible to the operator in the cab I9. The indicating devices referred to, are removed in Fig. 4 to more clearly show the relation of the remaining parts.

As illustrated in Figs. 5 to '7 inclusive, the control valve I8 consists of a casing or body having a tapered bore fitting a similarly tapered plug 18 to which the operating handle IBa is secured. The body of the valve is provided with oppositely disposed passageways 19 and 80 extending substantially parallel with the plug and each other and connected by suitable b0res'19a,-80a, with the pipes 20 and 2| respectively. The valve body is also provided with bores I60. and IIa. midway between the passageways I9 and 80 and extending from the pipes I 6 and I1 respectively, into the tapered bore in the valve body. As shown in Fig. 8, the plug 18 is provided with opposite and circumferential ports 8I and 82 in the plane of the bore Ifia, each of said ports extending around somewhat more than one-quarter of the circumference of the plug :8, said ports 8| and 82 being in communication respectively with the passageways 79 and 88 at all times. As shown in Fig. 1 0, the plug I8 is also provided in the plane of the bore Ila, with a circumferential port 83, extending around somewhat more than one-quarter of the circumference of the plug, and located mid-way angularly between the ports-8| and 82, the port 83 being at all times in communication with the bore Ila. As shown in Fig. 9, the plug 18 is also provided between the planes of the bores I6a and Ila, with a circumferential port 84, extending around somewhat more than one-half of the circumference of the plug, and located so that its central portion is midway angularly, between the ports 8! and 82. As shown in Figs. 5 and 6, the plug 78 is provided with an end lug 85 extending away from the handle I8a, for engagement with stop lugs 88 and 81 carried by the valve body, limiting the angular movement of the plug to substantially ninety degrees, the plug being shown in Figs. 5 to 10 inclusive, in its neutral or mid-position for which there is no flow of liquid under pressure, to or from either of the pipes I6 and I1.

As a result of the construction and connections of the control valve i8 above described, with the handle I8a in its neutral position, and with the pump 22 in operation, there is no liquid flow to or from the pipe i 8, since the bore I60. is not in communication with any of the valve ports or passageways, (Fig. 8); there is no liquid flow to or from the pipe I I, since the port 83 is not in communication with any of the valve ports or passageways, excepting the bore I'Ia, (Fig. 10); and under the action of the pump, liquid flows through the pipe 28, bore 19a, passageway I9, port 84, passageway 88, bore 80a to pipe 2|, (Fig. 9), and from said pipe to tank 23, and from said tank through pipe 2 3 to pump 22 (Fig. 1), thereby permitting the pump to be in continuous operation and instantly available for operating the adjusting devices, without the possibility of producing undesirable liquid pressures between adjusting operations of said devices.

Movement of the lug 85 into engagement with the stop lug 86, (Fig. 5), moves the port 82 to connect the bore led with the passageway 88, (Fig. 8); at the same time, the port 83 is moved to connect the bore I'Ia with the passageway 19, (Fig. 10) and the port 84 is moved away from the passageway I9 and is in communication with the passageway 80 only (Fig. 9). This supplies liquid under pressure from the pump through pipe 20 to the pipe I! through the port 83 and permits liquid to flow through the pipe I6 and port 82 tothe passageway 80 and thus through pipe 2| to the tank 23. This lowers the piston 68 in the bore 59 and lowers the front end of the frame I 0 on the trunnion I5.

Movement of the lug 85 into engagement with the stop lug 81, (Fig. 5), moves the port 8I to connect the bore I 6a with the passageway 79, (Fig. 8); at the same time, the port 83 is moved to connect the bore I'Ia with the passageway 80 (Fig. 10), and the port 84 is moved awayfrom the passageway 88 and is in communication with the passageway 19 only (Fig. 9). This supplies liquid under pressure from the pump through. pipe 20 to the pipe I6 through the port 8| and permits liquid to flow through the pipe I1 and port 83 to the passageway 80 and thus through the pipe 2| to the tank 23. This raises the piston 60 in the bore 59 and raises the front end of the frame I 0 on the trunnion I 5.

The liquid employed to operate the adjusting devices may be oil, water or any other liquid that will operate as above described.

In constructing road rolling machines, it will be understood that the center of gravity of the machine is usually placed well back of the center of the machine, to reduce the weight on the steering roller and make steering relatively easy, and to apply the larger part of the weight of the machine to the rear roller or rollers, to exert as much pressure as possible practically, on the roadway being rolled. In view of this, associating the adjusting devices with the steering roller as described, secures several marked advantages as follows. First, the total lifting force required to raise the front end of the frame need be but from one-quarter to one-third the weight of the machine, which force is much more readily developed and effectively and accurately utilized for the purposes described, than if it were attempted to adjust the intermediate roller relatively to the frame, which in some cases might require a total adjusting force of from eighty to eighty-five per cent of the weight of the machine. Second, the vertical movement of the front end of the frame relatively to the steering roller in effecting any desired vertical displacement of the intermediate roller from the road plane of the steering and rear rollers, is much greater than said intermediate roller displacement, as a result of which the latter displacement may be secured to any desired amount much more accurately than if it were attempted to secure the same by moving said intermediate roller relatively to the frame and the rear roller. Third, by providing fixed supports for the rear and intermediate rollers, insuring a permanent relationship between them, the accuracy of operation of the adjusting devices is maintained for long periods of operation of the machine, to a much greater degree than would be possible if it were attempted to adjust the intermediate roller relatively to the frame and to the rear roller, due to the wear that would inevitably occur in the movable connections of the latter adjusting mechanism. Fourth, with my construction described, the relation of the rear and intermediate rollers to each other is maintained for all road contour adjustments of the machine, thus maintaining the weight distribution on said rollers for all operating conditions,

and insuring that each of said rollers will do its intended part of. the work under any and all-loperating conditions, which would not be the case if the intermediate rollerwere adjustable with any considerable amount of longitudinal movement relatively to the frame.

Another important advantage of theconstruction described, results from the provision for driving both the rear and the intermediate rollers. For example, where the adjustment is for level road rolling and the road surface has elevations of considerable amount that must be flattened, nearly all the weight of the machine is at times on the intermediate roller, at which times the rearrollerpractically loses its traction, and

the machine would be stalled, but for the: means provided to drive the intermediate roller.

Itwill further be observed, that as a result of the adjusting liquid being practically non-compressible, any desired adjustment of the rollers may be accurately maintained foras long a time 7 as desired, that the indicating devices give the operatora reliable indication of just what the adjustment is at any time, and that any desired changes" in said adjustment, whether large or small, may be quickly effected by operation of r the control valve.

The devices described for securing and indicating the adjustment of the rollers, are illustrative only, and I may employ any equivalent constructions without departing from the scope of my invention.

In Fig. 12, I illustrate means that may be' employed for effecting the described roller adjust- I ments mechanically instead of hydraulically. As

shown in this figure, the steering trunnion I a extends vertically through the front end of the frame a, and is connected with the steering segment 55b by a feather key 6911, and said segment is held in place in the frame IOa by an upsuitable kind, located between said web and the screw shoulderand nut respectively. The upper and threaded end of the screw 9 I' extends through a clearancebore thereforin the upper portion of the yoke 64a. and is engaged by a feather key 95 carried by the yoke 64a, to prevent turning of the screw in the yoke without interfering with vertical movement of the screw through the yoke. A worm wheel 96 is'supported bythe yoke 64a, for turning movement around the screw 9|, said worm wheel having internal threads fitting the threads on said screw. The worm wheel is held against vertical movement relatively to the yoke,

by screw keys 91, 91 carried by the yoke. The worm wheel 96 is engaged by a worm 98 carried by a shaft 99 extending to the cab ISa of the machine, where a hand wheel I00 is secured to said shaft. The shaft 99 has mounted thereon, bevel gears IM and I02 meshing with a bevel gear I03 carried by the upper end of a short vertical shaft I04, the lower end of said shaft I04 having secured thereto a bevel gear I05 meshing with a bevel gear I06 carried by the jack shaft 28o, the

lattersha-ftcorresponding with and also serving the same'purpose as the jack shaft 28 shown in Figs. 1 and'2-. The gears IN and I02 are freely rotatable on the shaft 99, and are held in mesh with thegear 'I03by collars I01 and I08 secured to the shaft 99; A clutch member I09 is mounted for sliding movement on the shaft 99 between the gears MI and I02, and is restrained from turning movement on said shaft by a feather key engaging said member and said shaft. The gears IOI and I02 are provided withrclutch members IOIa and I02a for selective engagementby the clutch member I09, the latter clutch member being engaged by a lever I'I0 pivotally supported at III, by whichthe clutch member I09 may be moved into engagement with either of said clutch members IOIa and I02a., or if desired, placed in an intermediate position engaging neither of said clutch members. The lever I I0 is connected by a link II2 with a lever II 3 pivotally mounted at H4 in the cab .I9a. The machine in other re-' spects than described,'is preferably of the same construction as described above in connection with Fig. 1:. The structure shown in Fig. 12 thus provides a means by which the front end of the frame Ifia may be raised or lowered as desired on the trunnion l5a, either by power by operation of the clutch member I09, or by hand by operating the wheel I00. If preferred, the power adjustment may be utilized to secure substantially the adjustment desired, and then the hand wheel I00 may be used to complete the adjustment with any degree of accuracy required. In any event, the resulting adjustment secures the same results as above described in connection with Figs 1 and 3, without requiring a liquid tank, a pump, a control valve and connecting piping. The shafts 99 and I04 are supported from the frame I00. by suitable bearings not shown, since the structure shown in Fig. 12 is in part diagrammatic.

In Fig. 13 I illustrate a modified means for adjusting the rollers to roll a desired road contour, without vertical adjustment of the front end of the frame relatively to the steering roller, but at the same time maintaining the distance between the rear and the intermediate rollers a constant at all times, and driving both of said rollers by gear trains which are unchanged in any way by adjustment of the machine for different road contours.

As shown in Fig. 13, my machine consists of a frame I01), a rear roller I II), an intermediate roller I21) and'a front or steering roller I311. The front roller I3b is mounted in a yoke I4b' from which a vertical trunnion I5b extends through the front end of the frame I 01), said trunnion being capable of turning movement only, relatively to the frame, and provided with turning mechanism of the kind above described. The rollers I lb and I2b are mounted and are rotary on shafts 29b and 5317 respectively, which shafts are secured to and. supported at each end by a framework 5 pivotally mounted on the frame I0b by means of a trunnion IIB provided with a bore to receive one 'end of the corresponding jack shaft 2%, the trunnion IIB being supported by a bracket II I secured to the frame I01) and extending outside of "the framework II5 to support said trunnion.

Each of the rollers is preferably constructed in two parts, and a motor, gearing and jack shafts of substantially the construction shown in Figs. 1 and 2, are preferably employed to drive, the rollers IIb and I2b. As indicated in Fig. 13, the jack shaft 28b carries gears connected by driving chains I I8 and I I9 with gears carried by the corresponding parts of the rollers Ill) and I 217 respectively. The other ends of the shafts 29b and 53b are supported from the other side of the frame IIlb in the same manner'as' described, and the other parts of the rollers IIb and I212 are similarly driven. I

The framework I I5 is provided with'a forwardly extending arm II 5a rigidly connected with the framework and in turn connected with the lower end of a piston rod I20 connected at its upper end to a piston I2I in a cylinder I22, said cylinder being connected with the frame Illb at I23. The lower and upper portions of the cylinder I22 are provided with pipes I6b and IIb'extending to liquid pressure producing and controlling mechanism which, for example, may be of the construction illustated in Fig. 1, and is not shown in Fig.

13. By movement of the piston I2I in the cylinder I22, the rollers of the machine may be adjusted for concave, flat and convex roadway contours indicated at 12b, 13b and Nb respectively with the results above described for the construction shown in Fig. 1. The arm .I I5a preferably has connected with it, an upwardly extending rod 15b, the upper end of which is above the frame lb and just back of a vertical plate 'I lb carried by said frame, said rod and said plate being provided with suitable indicating devices, for example, of the kind illustrated in Fig. 11, for indicating to the operator of the machine, the adjustment of the framework H5 at any time. The framework supporting the other ends of the shafts 29b and 53b is preferably provided with similar adjusting and indicating devices.

My improved means for accurately rolling road contours of different kinds as described, may be applied to road rolling machines of any standard types, for example, tandem machines, and so called three rollermachines, with equally advantageous results.

While I have shown my invention in the particular embodiments above described, it will be understood that I do not limit myself to these exact constructions as I may employ equivalents known to the art at the time of the filing of this application without departing from the scope of the appended claims.

What I claim is:

1. In a road rolling machine, front, intermediate and rear rollers, a frame supported by said rollers, said intermediate and rear rollers being mounted in fixed relation with respect to each other and to said frame, and said front roller being mounted on a trunnion pivotally mounted in said frame for pivotal movement about a vertical axis and for vertical adjustment with respect to said frame in a plurality of parallel planes for vertically adjusting said front roller and the angle of said frame with respect to the ground while said rear rollers remain fixed with respect to said frame for rolling diiferent contours of roadways.

2. In a road rolling machine, front, intermediate and rear rollers, a frame supported by said rollers, said intermediate and rear rollers being mounted in fixed relation with respect to each other and to said frame, a trunnion extending vertically through said frame and connecting said front roller with said frame for steering purposes, and means for vertically adjusting said trunnion and front roller with respect to said frame in a plurality of parallel planes for establishing different positions vertically of said frame on said trunnion and varying the relationship of said intermediate and rear rollers with respect to the ground to permit said rollers to roll different contours of roadways.

' 3. In a road rollingmachine, front, intermediate and rear rollers, av frame on said rollers,

said intermediate and rear rollers being mounted in fixed relation with respect toeach other and -to.said frame, a trunnion extending vertically through said frame and connecting said front roller with said frame for steering purposes, and

means for vertically adjusting said trunnionand front roller with respect to said frame in a plurality of parallel planes and holding said trunnion'fromvertical movement with respect to said frame for'establishing different positions vertically of said frame on said trunnion and varying the .relationship of said intermediate and rear rollers withrespect to the ground to permit said rollers to roll different contours of roadways.

. 4.-In'a. road rolling machine, front, intermediate and rear rollers, a frame on said rollers, a motor on said frame, drive connections between. saidmotor and said intermediate and rear rollers for selectively driving said rollers, said intermediate and rear rollers being mounted in fixed relation with respect to each other and to said frame, and said front roller being mounted for vertical adjustment with respect to said frame in a pluralityof parallel planes and being adapted to be held in such positions of adjust- .ment for varying the angular relationship of of parallel planes for varying the angular relationship of said frame and rear and intermediate rollers with respect to the ground and permitting said rollers to roll different contours of roadways, and said drive connections for selectively driving said rollers including a selective clutch mechanism in the drive for one of said rollers.

6. In a road rolling machine, front, intermediate and rear rollers, a frame on said rollers, a motor on said frame, drive connections between said motor and said intermediate and rear rollers for driving said rollers, said intermediate and rear rollers being mounted in fixed relation with respect to each other and to said frame, said front roller being mounted for vertical adjustment with respect to said frame in a plurality of parallel planes for varying the angular relationship of said frame and rear and intermediate rollers with respect to the ground and permitting said rollers to roll different contours of roadways, and said drive connections for selectively driving said rollers including a transverse shaft, a drive connection from said shaft to said rear roller, and a drive connection from said shaft to said inter mediate roller including a selectively operable clutch.

1. In a road rolling machine, front, intermediate and rear rollers, a frame on said rollers, a motor on said frame and drive connections from said motor to said intermediate and rear rollers, said intermediate and rear rollers being mounted in fixed relation with respect to each other and I of said trunnion with respect to said frame, and means for supplying fiuidunder pressure to said cylinder for holding pressurewithin said cylinder to hold said front roller in fixed positions of adjustment with respect to said frame.

8.'In a road rolling machine, front, intermediate and rear rollers, a frame on said rollers,

said intermediate and rear rollers being mounted in fixed relation with respect to each other and to said frame, a trunnion extending vertically' through said frame and connecting said front roller with said frame for steering purposes, and means for vertically adjusting said trunnion and front roller with respect to said frameforestablishing different positions vertically of said frame on said trunnion for rolling different contours of roadways including a vertically disposed cylinder in said trunnion, a piston in said cylinder and having connection with said frame, and means for selectively supplying fluid under pressure to either end of said cylinder including a fluid pressure pump, a tank, pipes leading from said pump and tank to said cylinder, and a single control valve for admitting or releasing fluid under pressure from either end of said cylinder and for holdingpressure therein.

, 9. In a roadrolling machine, front, intermediate and rear rollers,'a 'framecon said rollers, said intermediate and rear rollers being mounted in fixed relation with respect to each other and to said frame, a trunnion extending vertically through said frame and connecting said front roller with said frame for steering purposes, and means for vertically adjusting said trunnion and front roller with respectato said frame and hold- ,ing said trunnion from: verticalmovement respect, to said frame for: establishing different positions vertically, of-said frame on said-trunrnions for rolling different cont oursof roadways,

and devices affording a visual indication ofthe relative, elevation of said rollers to. each other including a plate on the head of said. cylinder and an indicating rod on said piston. M

10. In a road rolling machine, front, intermei diate and rear rollers,- a frame on said rollers, a .motor on said frame andodrive connections from said motor to said intermediate and rear rollers, said intermediate andrear rollers being mounted in fixed relation with respect to each front roller with said frame for steering purposes, and means for vertically adjusting said trunnion and front roller. with/respect to-said a frame for establishing different positions vertically of said frame on said trunnion for rolling different contours of roadways including a screw and nut connected between said trunnion and frame, and a self-locking drive for effecting turn- .5:

ing movement between said screw and nut.

11. In a road rolling machine, front, intermediate and rear rollers, a frame on said rollers, a motor on said frame and drive connections from said motor to said intermediate and rear rollers,

said intermediate and rear rollers being mounted in fixed relation with respect-to each otherand to said frame, a trunnion extending vertically through said frame and connecting said front roller with said framefor steering purposes, and means for vertically adjusting said trunnion and front roller withrespect to said frame. forestablishing different positions vertically of said frame on said trunnion for rolling diiferent ,.con.-

tours of roadways including, ascrew having con,-

nection with said trunnion andprojecting therefrom, a nut threaded on, said screw and having connection with said frame, and a selflocking drive for turning said nut with 'respect to said screw. I I

GEORGE E TREMBLY.

7 5,1?5, other and to said frame, a trunnion extending vertically through said frame andconnecting said 

